Counterthrust pressure motor



July 24, 1928. 1,678,42

' c. G. EDWARDS v COUNTER THRUST PRESSURE MOTOR Filed y 1926 2 Sheets- Sheet 1 INVENTOR,

ATTORNEY C. G. EDWARDS COUNTER THRUST PRESSURE MOTOR Filed May 24, 1926 2 Sheets$heet 2 latented July 24, 1928.

UNITED STATES CLARENCE o. EDWARDS, or LOS ANGELES, CALIFORNIA;

.COUNTERTHRUST PRESSURE MOTOR.

Application filed Kay 24,

My present invention relates to trunk piston motors and its aim is to accomplish a reduction in the heavy loss of power concomitent with the side re-action on the piston due to obliquity of the connecting link joining the piston and the crank, especially during power stroke.

Taking the ideal dimensions with respect to stroke, length ofpiston and length of connecting link there is still to be found a heavy loss of power due to the link thrust laterally.

I have conceivedthat it is possible to sub stantially negative thisside thrust by providing a motor having acylinder part and a piston part, one of which has, in a side 'opposite the lateral thrust,- a recess or canal leading from the pressure chamber of the.

motor to a suitable plane near or below the plane of the axis of the wrist-pm of the piston so that throughout thepower period the;

motive fluid pressure will exert an eifective inward,- side push on the piston to reduce or eliminate the link.

In the present disclosure I achieve such an action by providing a cylinder, for the piston, along one side of which is one or more canals of suitable cross-area and opening at one end to the pressure chamber and having a closure at some point in its length to prevent flow of thepressure fluid beyond the desired zone on the piston. In the present case this zone is made constant by placing the canal closure on the piston so that the closure travels alongand in the canal. Therefore, while the power pressure may vary the side, thrust zone area on the piston is fixed and always at the planes which are parallel, across the piston, to the axis of the wrist-pin.

From this introduction numerous other objects and advantages will be made manifest in the ensuing specification of the herewith illustrated embodiment of the invention; it being understood that modifications, variations and adaptations may be designed and adopted within the principle of the invention and the scope thereof as here claimed.

Figure 1 is an axial section of a motor cylinder;'the piston being shown at half-way osition on power strpke and the side thrust eing shown by dash lines.

Figure 2 is a cross-section of the cylinder.

. Figure 3 is a perspective of one form of the canal closure.

the axis thereof an combustion chamber the lateral piston drift caused by 1926. Serial No. 111,297.

Figure 4 is a'perspective' of a channel type of closure.

Figure 5 is aperspective of a simple lug form of closure.

I igure 6 shows an adjustable form of canal gate.

An internal combustion motor is here' shown as including a cylinder part 2 and a piston part 3; the latter being attached, as usual, to a crank 5 by the link 4 (both in dotted lines) mounted on the diametrical wrist-pin 6.

When the link 4 is oblique the side thrust 1t. gives to the piston is toward the side of the cylinder diagonally away from .the crank, as indicated by the dash line T.

In the present motor one-of the parts, here the cylinder-2, has one or more straight shallow canals 10 along its bore and parallelto communicating with the C. If the cylinder wall is very thin it may be built outward as at 11 to give thickness for the formation of the canals when desired.

The canals open inwardly directly into the chamber G for inflow of motive fluid and a closure is provided at a point above the lowermost position of the bottom or a part thereof so as to prevent uninterrupted flow of the motive fluid past the near side of the piston.

The canal closure may be a fixture therein at a desired point but the preferred form is to provide the closure as a fixture on the piston so that the zone or area of the piston affected by the motivefiuid pressure in the canal 10 will be always constant.

The closure constitutes a cross-dam which may be included in a variety of forms either permanently or removably associated with the piston. The closure shown consists of a substantial cross-piece 12 which may have a chamber for a suitable packing block 13.

In Figure 5- the cross-piece 12 is shown as attached to the side of the piston 3. In

of the pistonagainst the piston.

canal while the closure fits snug in the channel bottom and the back of the hmger bears Thus no material'leak past the closure is possible and the motive pressure in the canal iscaused to re-act for the length of the zone from the top of the piston down to the closure.

The purpose of the slots 17 is to permit free relative twisting of the piston in the cylinder without jamming the packing closure 12 and hanger 14 by side pressure in the canal and thus avoiding friction, from twisting, as the closure runs along the canal.

It is clear that the time and degree of pressure in the canal efiective against the piston can be determined by the cross-section area of the canal :the smaller this crosssection the less the pressure and the later its effort during the stroke of the piston. With .a given and invariable cross-area of canal there will be a higher side support efliciency of motive fluid when the motor running at low speed than there is at highspeed be cause at high speed the fluid has not time to reach its maximum pressure in the elongated, shallow canal.

Therefore, in order to obtain the best workin -results, I may introduce means in the canal for varying the flow capacity of the motive fluid canal; One form of such means is shown in Figure 6 and includes an elongated gate 20 'closely fitting the sides of the canal and having a series of bearing horns-2l which not only steady the to but aid in preventing fluid leak alongt e sides of the gate. In order to automatically ad- Vance and retract the gate 20 in accordance with motor speed a suitable actuating device is provided. As here embodied, this includes a cam 22 associated with a shaft 23, being a part of a throttle or governor and engaging a stem 24 attached to the gate andextending through the cylinder wall. The gate may be mounted in a removable bloclf25. A spring 26 serves to thrust the gate stem against the actuating cam, though othefi form of gate control means may be devised and adopted.

The utility of the adjustable gate is that when the motor is operating at high speeds the gate recedes from the piston and increases the cross-area of the upper end of the canal. This permits a more rapid flow and increase of effective motive fluid pressure throughout the canal and a high reaction against the drift of the piston from side thrust by the link. As the motor speed falls the gate advances and reduces flow capacity and diminishes the effectiveness of the motive fluid, in the. canal. against the piston. Change of position-of the gate is automatic with throttle or governor.

What is claimed is:

1. A trunk-piston motor having a cylinder part and a piston part, the former of which has a motive fluid canal disposed at a side working in the canal.

. part and a piston 1,eva,424

of the piston and opening1 at one end intofiie combustion chamber of t e motor and meme on the piston to form a closure across and 2. A trunk-piston motor having a? linder part, the fr mer o gwhich has a motive fluid canal the piston and openingat one end into the combustion chamber of the motor and means i detachably mounted on thepistonto form a closure across and working in the" canal.

3. A truhk-piston motor having a cylinder part and a piston art, the formerof which has a motive flui canal disposed at aside of the piston and opening at one endintothe combustion chamber of the motor and means on the piston, at a point below the plane of its wrist-pin axis, to form a'closure across and working in the canali 4. In a trunk-piston motor, der-and apiston therein and a combustion chamber above said piston,'an elon ated slot on the wall of the cylinder, said s 06 be' opened at one end and communicating with the combustion chamber, and an obstruction on the piston adapted to be received in said slot ing a cylinder and a piston therem combustion chamber above said piston, an elongated slot on the walls of said communicating her, and a pro ection on said piston adjacent its lower end receivable in said slot.

6. The combination with an internal comustion engine, of a piston and a. linder, and a combustion chamber above said piston, an elongated slot on one of said elemen said slot communicating with the combustion chamber, of said elements receivable in said. slot whereby a side thrust on said piston may be efi'ected.

7 The combination with an,internal com; bustion engine, of apiston and a linder, and a combustion chamber above said a vertical slot in oneofsaid elements and a projection on the other of.said elements receivable in said slot, whereby upon an ex= plosion taking place in the combustion chamber, a counter-thrust maybe imparted to said piston. l 8. The combination with an internal combustion engine, of a piston and a. cylinder, and a combustion chamber above said iston, the wall of said cylinder having ane ongate'd slot therein, a projection on said piston receivable in said slot, whereby upon an explosion taking place in the combustion ata side'of having-a cylin- Y cylinder with the combustion chnmand a projection on the other 5; In an internal combustion e hav-f and a piston,

chamber, a counter-thrust maybe impartedilzs to the piston and means for varying the de- 9. The combination with an internal combastion engine, of a piston and a cylinder, of

a combustion chamber above said piston, an

10. The combination with an internal combustion engine, of a piston and a cylinder, of a combustion chamber above said piston, an elongated slot in the walls of said cylinder, a projection on said piston receiv- "able in said slot, whereby upon an explosion taking place in the combustion chamber, a

counter-thrust is applied to the piston, and

means extending through the Walls of said cylinder" whereby the amount of counter thrust may be varied.

11. In an internal combustion engine having a piston and a cylinder, a connecting rod, a combustion chamber above said piston, a slot in the walls of said cylinder, an obstruction in said slot whereby'the sidethrust on said pistoneflected by said connecting rod may be counter-balanced.

12. In an internal combustion engine hav* ing a piston and. a cylinder, a connecting rod, a combustion chamber. above said piston, a slot in the wallsof said cylinder, an obstruction in said slot whereby the sidethrust on said piston efiected by said connecting rod may be counter-balanced, and means for automatically varying the countor-balance efiect upon each stroke of the piston,

\ 13. In an internal combustion engine having a piston and a cylinder, slots in the Walls of said cylinder, projections upon the piston receivable in said slots, whereby a side thrust may be applied to said piston.

CLARENCE G. EDWARDS. 

